Electric railway



No. 6|9,287. Patented Feb. I4, |899. J. B. ENTZ.

ELEGTRlC RAILWAY.

(Application led Jan. 5, 1898.)

3 Sheets-Sheet I.

(N0 Model.)

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n-nD-LnD-n No. 6I9,287.' Patented Feb. I4, I899.

J. B. ENTZ.

ELECTRIC RAILWAY.

(Application Bled. Ian. 5, 1898.) w (No Model.) 3 Sheuts-Sheet 2.

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ELECTRIC RAILWAY.

(Application me@ Jan. 5, 189B.) (No Model.) 3 Sheets-Sheet 3.

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JUS'IUS B. ENTZ, OF PHILADELPHIA, PENNSYLVANIA.

ELECTRIC RAILWAY.

SPECIFICATION forming part of Letters Patent No. 619,287, dated February 14, 1899.

Application filed January 5, 1896. Serial No. 665,675. (No model.)

To all whom it may con/cern.:

Be it known that I, JUSTUS B. ENTZ, a citizen of the United States, residing at the city of Philadelphia, in the county of PhiladelphiaJ and State of Pennsylvania, have invented certain new and useful Improvements in Electric Railways, of which the following is a specification.

The principal object of my present invention is to provide for controlling a train of cars having more than one motorcar from the head of the train, and this I accomplish by working motors on each motor-car from a controller at the head of the first motor-car and bythe aid of a few (only one or two) conductors running from car to car.

The nature, characteristic features, and scope of my invention will be more fully understood from the following descriptiomtaken in connection with the accompanying drawings, forming part thereof, and in Which- Figure l is a diagrammatic view illustrating a train of four cars, of which those at each end are motor-cars, and showing the motors vall in series. Fig. 2 is a similar view showing two groups of motors in parallel. Fig. 3 is a similar view showing all of the motors in parallel. Fig. 4 is a similar view illustrating so much of the controller that is mounted on the front and rear cars as is necessary for a description of my invention. Figs. 5 and 6 are similar vie ws showin g,respectively,the motors in series and in parallel and also showing a single conductor that extends along the train. Fig'. 7 is a diagrammatic view, hereinafter referred to in connection with Figs. l, 2, and 3, and illustrating, as developed on a plane, controller contacts and circuits; and Fig. S is a similar view relating to Figs. 5 and (5.

In the drawings, a c' and b b are motors on the cars at the respective ends of the train. The end or motor cars are designated A and B in Fig. l, and in the following description it will be assumed that the train is traveling from left to right on the drawings, and it must be understood that each end car, so far as its electrical equipment is concerned, is a duplicate of the other, and in use becomes either the front or last car, according to circumstances, and there may of course be any number of intermediate cars C. a2 and b2 are duplicate controllers on the end cars.

Referring to Figs. 1 to 3, c and c are conductors that extend from end to end of the train.

In Figs. 5 and 6, c2 is a single conductor that extends throughout the length of the train.

Each motor-car is provided with sufficient resistance R for taking care of both motorcars and with a suitable collector d. or trolley. Use is made of the trolley-pole or collector on the front car and of the resistance on the front car for taking care of the motors on both the front and back cars. The motorman on the front car operates the train by means of the controller on the front car, the controller on the back car being fixed and immovable. In moving forward the motors on the front and back cars cooperate in variable and appropriate combination or groups for the propulsion of the train. In running backward only the motors on the front car operate to back the train. This is not a disadvantage, because in'the operation of railroads trains are always backed slowly. Each controller on the back and front cars is provided with all of the ordinary contacts and bridge connections that are required for putting its motors into series or parallel, for reversing its motors, for inserting resistance, and for doing everything that controllers now do. In addition each controller is provided with contacts and their accessories, of which some coperate with the conductor or conductors that extend along the train, and of which the others permit the motors to be placed in definite combination on the rear car, all as will be hereinafter more fully described. The motors on the rear car remain in fixed combination in respect to each other and to the rear ends of the train-conductors; but as a group they are arranged in connection with the motors on the front carin various combinations, and these changes of arrangement are effected by the manipulation of the controller on the front car in respect to the front ends of the train-conductors and to the electrical equipment on the front car.

Referring to Figs. l, 2, and 6, the motors on the rear car are always connectedtogether and to the leads in the same way, and the resistance and the trolley-pole or traveling conductor are cut out and the train-conductors c c are connected at the rear controller to the IOO motors on the rear car in [ixed relation. the front car the controller is operated by the motorman and serves to include and exclude resistance to group the motors on the front car in different combinations and to connect the train-conductors also in different combinations as well as to disconnect the train-conductors when the train is to be backed. As shown in Fig. l, all of the motors are in series. As shown in Fig. 2, the two groups of motors are in parallel. As shown in Fig. 3, all the motorsA are in parallel.

Referring to Fig. 4, it will be understood that the controller cylinder or barrel D is provided with contacts, of which some are shown at the right-hand end and relate to and make circuit in various combinations with the trainconductors. It is also provided with contacts, (some shown near the center,) which operate to combine the motors and their accessories in dierent combinations with the train-conductors. To avoid confusion, all of these contacts are not shown, nor are the ordinary contacts with which all controllers are provided shown. lFig. 4 illustrates diagrammatically the contacts which I have added to the controller and which correspond to its fixed position forvthe back car, as shown in Figs. 1 and 3. Considering Fig. 4 in connection with Fig. 3 the current is by way of c to the contacts provided at the right-hand end of the controller by way of bridge-wire e, to field f, to motor a, thence by bridge-wire e', to train- Wire c', and as a branch to motor a', to field f', and then to ground, the resistance R and trolley d being cut out. The arrows in Fig. 4 point out. the path above traversed, whereas in the other figures the arrows may be taken to indicate direction of current. The described connection or group is the only one availed of on the controller of the rear car. On the controller of the front car use is made of the additional contacts that are provided for controlling the train-wires c c. For example, to obtain the combination shown in Fig. l the train-wire c or its brush or rubbing contact rests on an insulated portion of the controller-cylinder, whereas the trainconductor c rests on a contact that has a bridge-Wire that connects it through the m0- tors on the front car. In backing both the train-conductors are cut out at the controller on the front car and the motors on the front car are reversed by the controller in the ordinary manner.

Referring to Fig. 7, at the upper part of the sheet are illustrated rows A', B', C', D', and

VE of the contacts that are provided on the movable portion or barrel of the controller. F is a row of controller brushes or contacts which may be assumed to be lixed and arranged for coperation with the contacts of the rows A', B', C', D', and E. The controllerbrushes of the row F are connected with the various parts of the equipment of the car, as shown. In the diagrammatic illustration the rows of contacts which serve merely to introduce resistance in varying degrees between the trolley and the electrical equipment have been omitted for the sake of clearness and because they are well understood. At the bottom of the sheet in Fig. 7 I have illustrated the row of contacts D' on the controller of the rear car in connection with the electrical equipment thereof. I have done this in order to illustrate the various circuits that extend from car to car; but it must be understood that the front and rear controllers are exactly alike. The row of contacts E when shifted to contact with the row of brushes F bring the motors on the forward car in series and into position for running backward. The arrows show the direction of current. Under these circumstances the train-conductors c c are cut out and the equipment on the rear car is inoperative. The row of contacts D is not used on the front car; but it is provided in order that when the front car becomes the last car it may be used for placing the electrical equipment in the relation shown at the lower part of the sheet in Fig. 7. The row of contacts C when shifted into contact with the brushes of the row F serves to put all four motors in series, as shown in Fig. l, it being understood that the brush of the train-wire c is without a contact in the row C', so that the current is grounded at the rear car. The row of contacts B when shifted into contact with the row of brushes F' places two of the motors in series and two in multiple, as shown in Fig. 2. When the row of contacts A' is similarly shifted, all four motors are in multiple, as shown in Fig. 3.

Referring to Figs. 5 and 6, the motors a a on the rear car are grouped in parallel, as shown, by the provision on the controller at the rear car of a line of contacts and bridgewires arranged for this purpose and also to connect the single train-wire with them, as shown. The requisite changes shown in these figures as taking place at the front car are accomplished by the contacts on the front-car controller which bring the train-wire c2 into diiferent connection, as shown.

In Fig. 8, at the upper part of the sheet, are illustrated rows G, H, I, and K of the contacts provided on the movable portion or barrel of the controller that may be used in connection with the arrangement shown in Figs. 5 and 6. L is a row of controller brushes or contacts which may be assumed to be fixed and arranged for coperation with the contacts of the rows G, I-I, I, and K. The controllerl brushes of the row L are connected with the lresistance in varying degrees between the trolley and the electrical equipm ent, have been omitted for the sake of clearness and because they are well understood. At the bottom of the sheet in Fig. 8 I have illustrated the row IOO IIO

of contacts I on the controller of the rear car in connection with the electrical equipment thereof. I have done this in order to illustrate the electrical connections that extend from carto car; but it must be understood that the front and rear controllers are exactly alike. The row of contacts K when shifted to contact with the row of brushes L bring the motors on the front car into position for running backward. The arrows show the direction of current. Under these circumstances the train-conductor c2 is cut Vout and the equipment on the rear car is inoperative. The row of contacts I is not used on the front car, but it is provided in order that when the front car becomes the last car it may be used for placing the electrical equipment in the relation shown at the lower part of the sheet in Fig. S. The row of contacts II when shifted into contact with the brushes of the row L serves to put the motors on the two cars in series, Fig. 5. The row of contacts G when shifted into con tact with the row of brushes L places the motors all in parallel, Fig. 6, and the current is grounded at each ear.

The described invention is applicable to more than two motor-cars on a train When the combinations shown in Figs. 2 and 3 are used. In said figures I have illustrated by dotted lines the motors on the additional motor-car.

Having thus described the nature and objects of my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. Means for 'operating motor-ears from each end of a train which comprise a trainconductor system or circuit, and identical controllers on each motor-car provided respectively with devices for arranging the motors and train-conductor circuit or system in xed combination on the rear car to drive the train forward and with devices for connecting the train-conductor circuit or system, trolleyconductor, and motors and their accessories in variable combinations on the front car, substantially as described.

2. Means for operating motor-cars from each end of a train which comprise a trainconductor circuit or system, and identical controllers on each motor-car provided respectively with devices for arranging the motors and train-conductor circuit or system in fixed combination on the rear ear and with devices for cutting out the train-conductor circuit or system and reversing the motors on thc front car, substantially as described.

In testimony whereof I have hereunto signed my name in the presence of two witnesses.

J USTUS B. ENTZ.

Witnesses:

W. T. JACKSON, K. M. GILLIGAN. 

